Posi's Do-over

I'll probably leave it as is. Either way I need to give it time to build pressure. Once it hits 45 psi it shuts off anyway, until it senses that the engine is running.

 

Well, on the bright side your Jeep is done. The bad news is I have to find a new build thread to stalk...R)

 

It may not be over yet!

 

:dead horse: chainsawguy

 

I would assume there is a problem with the Jeep??????

Injection still acting up??

 

Yup. Still chasing ghosts. But maybe I'm closing in on it.

 

Whats going on with it still John?

 

Well, I put in an MSD trigger module that has a separate tach signal wire and that cleaned up my bad tach signal problem. The next day my coil decided to die and took out the new MSD module ($95 module, $35 coil). Replaced both of those and went back at it. The TPS was throwing signals all over the place at idle, put in a new one two days ago. Now the IAC, I think, is sticking. That is probably due to the coolant leaks I was having with the previous manifolds causing coolant laden gunk to be blown up through the TB when it backfired. I'm picking up a new IAC today, although I'm not certain how to actually install it yet. The TPS was easy and accessible. Not so sure about the IAC. So, maybe I'm getting closer, just not sure. I'm also having an issure with it not reving up past 2600 rpms, but I'm going to treat that as a separate item once I get it to idle well.

 

Thanks Jim. It just taking a ridiculously long period of time to sort this out. But, it is what it is.

 

They charged me for the parts to move the regulator to the back of the TB. $42.93 for parts and $11.28 for shipping. I guess they like you better than me. Waaaaaaa.

 

Been spending some time over on the Forum for Powerjection owners. As a kind of update, here's one of my posts there:

"Here's the latest twist. I called MSD re: the rev limiter on that module and was told that it won't work on an odd fire Buick. It'll run up to about 24 - 2600 rpms and crap. So, it's back to the drawing board. Too bad because it's running great up to that rpms. Since I had the original coil go bad on me I'm going to assume that it was defective from the git go as it was essentially new with the DUI dist. I'm also going to assume that the coil was the problem with the erratic tach signal I was getting. So, with a new coil I'm going back to the GM module and if it still is a problem with the P3, the P3's going back to Summit and I'm going to do something else for FI. I feel like I've already wasted the entire Summer trying to get this unit to run and I'm just about done. Probably won't get to try the GM module until Sunday or Monday."

Here's the response from one of their tech guys:

"All fuel injection systems need a tach input. I do not care what EFI system you get not a single one will work. If you want to have EFI on an odd fire Buick then you need to get a crank trigger."

Here's my response:

"Not true, at all. Warloch, registered user here, runs an oddfire, GM HEI and P3 with no crank trigger. I sent you one of his log files because you couldn't believe anyone could run a P3 with the oddfire. I know you looked at it because you pointed out the difference in tach signal quality. So your statement above flies in the face of reality. By the way, Warloch called your tech support and was told by Cody that the P3 would work with the oddfire engine. That's why he bought the P3. I have another friend using a Megasquirt system on an oddfire. Megasquirt has software in their system that accomodates the oddfire signal. I'm going to hope that the new coil cleans up the signal for the P3 as I have so much time invested in it I really don't want to jump ship now. I'm not saying the P3 is at fault for the interference on the tach signal, but it's not the oddfire pulse either. If I still have a problem with the signal I'm going to work with the DUI tech people to try to figure it out. We'll see what happens from there."

 

Another option you could try is using the stock distributor and coil. This would surely be easier to try than taking the P3 off and setting up a new EFI system or replumbing for a carb. I would shield your tack wire too. I know that with the GM HEI I had to make special accomodations for it in the megasquirt circuit board. I remember having a noisy tach signal until I shielded my tach wire. I sure hope you get this figured out John...again let me know if I can help.

 

Thanks Ryan. Tomorrow I'll change over the dist. to the stock coil and see how it runs. You are right, of course, about it being easier to change out the dist than to change out the FI. I sold my stock dist to Pielut, but Rick still has his. I can get a Petronix conversion from Summit Racing and a Flamethrower coil. Of course that may just land me exactly where I am now. But I won't know if I don't try. I'm still hoping that the original coil was the problem with the noisy tach signal. It only had about 20 hours on it when it fried. I'd be working on it right now, but it's pouring down rain here and I just got back from Sacramento.

 

So, I'm back on track with the fuel injection. I don't know whether it was the shielding cable suggested by willys59cj5 or the new coil or both, but I now have a clean tach signal to the computer and I'm down to actually tuning the fuel injection system. Many thanks go out to willys59cj5, Warloch and sdcj6 for all the advise and patience. This Forum and it's members are truly an incredible resource for anyone who owns an early Jeep. So it's finally time to put this thread to bed. It's gotten pretty lengthy anyway. I've got an idea for a new thread, maybe call it Stupid Mistakes or something.......................when I'm ready to admit mine, that is.

 

Thanks for taking the time to share all of work with us. Very interesting. Great job all the way around.

 

Hey John,
CONGRATS!
Glad to hear you worked through the gremlins and have it running!

 

so when is our next run , I still have 'con dirt all over everything ........